Airship propelling



0. w. BENSTER.

AIRSHIP PROPELLING, SUPPORTING, AND LANDING MECHANISM.

APPLICATION FILED NOV. 1, 1918.

1,430,880. Patented Oct. 3, 1 922.

3 SHLETSSHEET I- 0. W. BENSTER.

APPLICATION FILED NOV.1, 198- Patented Oct. 3, 1922.

3 S'HEETSSHEET 2.

AIRSHIP PROPELUNG, SUPPORTING, AND LANDING MECHANISM.

late/2Z0 WWW/M 6 0. WJBENSTER.

AIRSHIP PROPELLING, SUPPORTING, AND LANDING MECHANISM.

' APPLICATION FILED Nov. 1, I918.

1,430,880. Patented Oct. 3, 1922.

3 SHEETSSH EET 3.

patented met. 3, i922.

lll lll E STATES UJLIN VTEIQTDELL fill TOLEDO, OHIO.

AIBlBlE-IIP PRUIPELLING', SUPPORTING, AND LANIDII'IG MECHANISM.

Application filed November l, 191%. Serial No. 260,760 l.

To all whom it may concern.

lie it known that l, ULIN /l nnnnnn BEN- srnn, a citizen of the United E'Etates, and a resident-oi Toledo, in the county of Lucas and the State of Ohio, have invented a certain new and useful lliirship l ropelling, Supporting, andlianding hlechanism; and l do hereby declare the lfollov-ring to be a full, clear, and exact description of the in.- vention, such will. enable others skilled in the art to which it appertaii'is to make and use the same, reference being had to the accompanying drawings, and to the characters oil, reference marked thereon, which form a part or this specification.

lldy invention relates to an air ship mechalllSll'l which is especially designed to worlt or fly in high winds, and the invention contemplates a construction for utilizing the wind and resistant air pressure power as a propelling and supporting means, either in combination with or independent of the power derived from the engine carried by the air ship.

The invention has for its object:

First. To construct an air ship mechanism for getting into the air and also landing in small or rough places, well as being able to start and stop in the air, and. should the engine stop, he assured oi a sate landing, by means of the rotary paraclnite raising' blades, driven by the engine, wind and resistant air pressure power, by means of a combined power sail and co-acting peripheral air propelling blades and rotary combined plane, parachute, resistant air pres sure or resistant air pressure po risail blades and (so-acting peripheral raising blades.

Elecond. To construct an air ship mocha-- nisni which will land by mechanical means when all. powers except resistant air pressure or wind pressure has ceased, or is not in control oi the aviator.

Third. To arrange and combine thediii icrent propelling, raising and lowering powers, either or all, singly or in combination, so as to operate or move the ship in the air.

llourth. To construct a rotary parachute combination to operate raising blades and means for an operative air housing device,-- the housed air to operate/the parachute combination power sail and co-acting raising blades and mechanism, and to nialre SltlCl mechanism convertible into power driving mechanism,

tion sail and propeller wheel.

Filth. To construct an air ship which will be propelled by wind power when necessary and to convert the resistant air pressure as well as wind pressure into propelling and raising power.

lily invention embodies the novel. combination and arrangement of parts herein described and claimed, reference being had to the accompanying drawings, in which:

Figure l, is a general view of my invention, the parachute wheels and combination sail and propeller wheel being shown in part section. In this view the power and raising blades of the parachute wheels are not shown, to avoid confusion.

Figure 2, is a plan. view, partly in section showing the arrangement of the blades in l the parachute wheels.

#Figure 3, is a :tace view of the con1bina- Figure 4, is a sectional elevation showing the arrangement of the concentric parachute whccl shafts, the engine and its sul porting means, and also showing the interconnecting mechanism between the parachute wheels and combination sail and propeller wheel and the engine.

lligure 5, is an enlarged sectional detail of "the antifriction track way plate 28, shaft (3, tube 8, yolre and frame l.

ll igures 6, i", 8 and 9, are detached views of the concentric shal'ts connecting with the parachute wheels.

Figure 10, is a detail view of the means for opening and closing the gates oi? the parachute wheel B.

Figure ll, is a sectional detail of the pawling device at the upper ends or the concen trio shafts, i", 8, S) and 10 to pawl the hubs l2 and so oi the paraciute wheels l3 and (l, at the top end of their adjoining shafts and at the top end or each of the compound hub flanges.

Figure 12, is a plan view of Figure 11.

higure lll, sectional. elevation, showing the main power shalt and showing the means for controlling the sail and propeller wheel.

Figure 14, is a fragmentary perspective view of the stationary power blades of the parachute wheels l3 and C, and the pivoted gates between the blades.

listening to the drawings 1 designates the carriage frame connected to the yoke 5.3, a tube connecting the frame with the ironic partly in section work 4 of the engines 5, 5. The yoke 2 and tube 3"and engine frame work 4, in this instance support the concentric tubular shafts 6, '7, 8, 9 and 10, and the tube 3, and the said drive the parachute Wheels B and C, the

hub 1212 (Figures 1, 4 and 5) of the para chute Wheel C being supported or carried when at rest by'the tubular shaft 6, riveted (at 13 (Figures 4 and '5) to the flange of the shaft 6. The carriage ,1 and engine frame work 4, jointly supporting the shaft 6, the former by the means of the ball bearings 14 and 16in the yoke2 and through the yoke 2 and carriage frame work 1 and the said shaft 6, revolving or hearing jointly. within the yoke 2 on'ball bearings 14 and 16 within said yoke 2 and also journalled within the tube 3. Tube 3 is riveted to the yoke 2 at 15 and to the engine frame work at 37 (Figure 5). Thus the tube 3 delivers its load to the latter frame work 4 and carries jointly with the carriage the lifting thrust of the aforesaid parachute wheel C, through its hub (12-12) riveted to the top of the tubular shaft 6 at 13 (Figures 4 and 5) causing the shaft 6 to raise, bringing jointly into contact the ball bearings 16 within the yoke 2 and the ball bearings 17 tracked into the ring plate 18 (Figures 5 and 6), the said plate ls bearing against the flange of the tube 3 and which raises jointly or together the carriage Land engine frame work 4.

This combination guards against any fall by breakage of any of the carrying parts of the carriage and shafting; Suitably secured on the lower part of shaft 6, is a beveled gear 19 meshing in its'train, the beveled gear 20 clutched onto the main power shaft 21 and on the extreme lower end of said shaft 6, is a. flanged ring plate 28, hearing a. track-way and ball bearings 38 (Figures 5 and 6) and matching the track-way in the ring plate on the hub of the gear 26 (Figure 6) which is rigidly fastened to shaft 7 (Figure 6). The hubs of both of the parachute wheels B and (J are made each of them in two sections, sufficiently spaced to admit of the flanges of the central perpendicular driving shaft end ing therein and the p'awling mechanism shown in Figures 11 and 12, this all being surrounded by a cylinder or separator to keep the tWo sections apart, when they are bolted together to make one hubf The tubular shaft 7 (Figures 6 and 4) journaled and rotating within shaft 6 extends upwardly beyond the shaft 6, to the center or between the upper and lower section of the two sections of a hub 12.-l2, of the para chute wheel U and on the upper side of the top flange of the lower section is the pawl and said shaft 7 is rigidly fastened to the male (22) part of the pawling mechanism shown in (Figures 11 and 12) and the female part 23 of the pawl is rigidly fastened to the top flange of the lower half of the hub 12, and the lower end of shaft 7 is rigidly fastened to the gear 26 (Figures 6 and 1) and meshing in train the gear 27 (Figure 1) clutched to the shaft 21, shaft 7 having a. flanged plate on its lower extreme and track- Way bearing the ball bearings 39(Figure 6) tracked into the track-way of the ring plate 40 on shaft 8 (Figure 7). ()n the-hub of the gear 41 and on the extreme lower end of shaft 8 is a flange plate 43 bearing ball bearings. The tubular shaft 8 (Figures 7 and 4) (see dotted lines f) revolves within shaft 7 and extends upward above the top flange of hub 12 and is pawled as described for shaft 7. On the lower end of shaft 8 is secured the ring plate 40, matching the ball bearing track-way in ring plate 39 on shaft 7. 41 is a beveled gear meshing in its train the beveled gear 42 on shaft 21. 43 is the flange ring plate and ball bearings matching the ring plate 44 on the hub of the gear 45 on the tubular shaft 9 (Figures 8 and 4) which is journaled and revolves within shaft 8 and extends upward above the top flange of the lower section of the hub 29 of parachute wheel B and is pawled to the hub 29 as described for shaft 7 by the pawling mechanism shown in (Figures 11 and 12) and suit-ably secured. 44 is the ring plate on the hub of the gear 45, matching the ring plate and rollers 43. 45 is a beveled gear, meshing in its train, the beveled gear 46 on shaft 21. 47 is a flange ring plate matching the hub ring plate 49 on gear 50. The tubular shaft 10 (Figures 9 and 4) (see dotted line b) is journaled and revolves within shaft 9 and extends upwardly to and beyond the top flange of the upper section of hub 29 of wheel B and is pawled to hub 29 as described for shaft 8 by the pawling i'nechanism shown in Figures 11 and 12. ()n the lower end of shaft 10, is suitably secured a tracked ring plate 49, matching the track-way or ball bearings 48 in the flange ring plate 47 on shaft 9 and is rigidly fastened on the lower end to the beveled gear 50, meshing in its the lower side of the grate blades fill, by staple-eyes, Figure 14. The said blades are hung on shafts 33 for the purpose of opening and closing the parachute wheel. B to make a tight parachute or to open. to allow the housed-air to escape and act against the under side of the stationary power blades 35, to give revolution to the wheels B and C. The gate blades 34- in parachute wheel 0 are held by aspring 52(l igurc l t) and will not open until a required given resist-ant air pressure from under said wheelforces them automatically open, to cause said sail and parachute wheel. 0, to revolve the same as wheel B, but in the opposite direction, as further described and the stationary power blades 35 (l igures 2 and 141-) are common to both parachute wheels B and (l. The purpose of the power mechanisnn is to use the housed resistant air pressure when released and the ship is falling to actuate and put in rotation both the wheels B and C, to drive the co-actinp; raising blades 9.1 to retard the fall when other means have failed.

The engine power means to rotate the said Wheels B and C and also wheel A, is the sprocket wheel 53 (Figure 4L) clutched to the power driving shaft 21 and belted by the belt 56 to the sprocket 5 1, on shaft .55, thirnishing the means of transferring the power from the engines to the main power shaft 21. The second engine may run the above described train of transmission by the use of the clutch 57 on shaft 55. Said second engine runs directly sprocket 58, belt 59, and sprocket 60, clutched to shaft 21 and also gear (51 mesh ing with gear 62 clutched to gear 20 on shaft 21. Shaft 21 may receive power from the parachute wheel C, through the medium of the tubular shaft 6 riveted at 13 (Figure 5) to the hub 12 as hereafter de scribed, when the air ship is falling, and also from the power sail wheel A, when the pawl 63 on hub 64;, comes in contact with or pawls the said shaft 21 (Figure 3) by clutching the female part thereof on shaft 21 as hereafter described in operation.

The hub (54L of the power sail wheel A, rests and revolves on the anthfriction rollers 65 and 66 on the stationary shaft 67. Shaft 67 is flanged and riveted at 69 to the engine frame work 4; (Figure 13). The wind power sail wheel. and co-acting propeller combination being an independent power and propeller mechanism, is journaled on the stationary shaft 6'7, by ball bearings 65 and 66 and also resting on the ball bearings 68 on shaft 21 at its extreme forward end, and the said power sail wheel A, consisting of a hub 64: and added arms or shafts 70, extending therefrom and the said shafts 70 are securely fastened to the power sail tire '72 (Figure 3) and hub 6% and have hinged thereto the power blades '71. lllach blade 7.1 has aeonnecting rod 7?; connecting; said blades 71., to the tire of the governor of the disc "("41 (Figures 3 and 1), so that the blades 71 may be controlled and operated by the governor disc 74;, connecting rod 75 collar Y7 and lever 76 and operating lever 78 well as being under the tension of the spring 103 (Figure The disc 74;. is securely but rotatably fastened to the forward end of the governor and operating rod 75 that it may revolve with the said wheel A, and yet be pushed forward and backward, by the extreme wind-gusts or by maneuvering; the lever '76 playing in the groove collar 77, on shaft "Z5 to change the angle of the blades 71 or speed of the wheel The windgnsts drive lee ward the gow-mnor 7 f and connecting rods T5, opens the blades 71 on the sail wheel A. and releases the sail blade 71 from an excess of wind pressure. There a spring 103 connected to the lower end of lever 78 and the frame 1, on the tension of which depends the speed of the sail, causing the governor id to react afte" a wind-gust to br' the blades 71 back to their normal potution for a uniform speed. of the sail wheel ft. The coasting propeller combinatlOllOif the sail it, consists of the outer tire l5) (Figure 3), the spokes 80 (Figure 1) and the shafts or arms 81 and the propeller blades with the operating mechanism consisting of the rotatable arms 81, journaled at their outer ends in the tire 79 and on their inner ends within the arms 70 (Figures 3 and 13) on the hub 64: (Figure 13). fluid arms (Bl extend within said hub 6-1 a suitable distance to accommodate a gear wheel 83 llfeshinp; in the multiple rack St, the hub of which is loosely rotatable on the shaft 21 and said hub 84; has a trackway cut on its inner surface entirely around said hub to allow the roller 87 to pass freely as the hub and raclr. rotates with the hub 64;. The said shaft .21 has a longitudinal slot cut therein to acconnnodate the pin or shaft 86, said pin 86 beinpj securely fastened to the tube operating the prci peller blades 52. by shiftingsaid raclt 84L and gear 83 on the arm 81 (Figures 13 and 3) by means of the operating lever 90. as described for the operation of shaft 75. The shaft 21 comgrises a tubular shaft mounted and journaled in the engine frame work l, and the rear end journaled on the carriage frame 1. (Figure 1). The forward part of shaft 2.1, is centrally located and journaled within the tubular shaft 67 (Figare 13) and protrudes a suflicient distance to. carry a roller bearing 68 and the pawl 63 the female part thereof and also can rise loosely the multiple rack hub 84, so that it may be shifted by the mechanism of the tube 85 in turning' the gear 83 and arm 81 in changing the angle of the propeller i) ll l. l. O

blades 82, by the lever 88and operating lever 90. There is also located within the shaft 21, the mechanism and tube 7 5 operating and shifting the said blades 71 by the means of the governor disc 74 and connecting rods 73. The said mechanism is manipulated by the lever 76 on tube 75 and operating lever 78 to put the said wheel A in and out of gear. The three power means to rotate the said shaft 21 has been heretofore given. The structure of said wheels B and C consists of two steel cylindrical tubes 2929 and 12-12 and spaced in the middle by a cylindrical ring 92 (Figure 11) for a pawling mechanism within and bolted (93) together by their inner hub flanges, and radiating from said hub flanges are the Wire spokes '94 (Figure 2) and their other ends are fastened to the tires 95 of the parachute power sail (Figures 2 and 1) and the peripheral tires 96, and the said tires 96 have a circumference twice that of tires 95 and have wire spokes 97, extending alternately from each of the tires 95, making each of said tires 95 a hub, for the extended portion of the wheel for the propeller mechanism. The other ends of the spokes are fastened to the tires 96 (as shown in Figures 1 and 2) and the inner tires 95-95 have spaced vertically disposed stanchioned 98 and trussed wires 99 (Figure 1). The external tires of the propeller portion of the said wheel B (and C) are also stanchioned'and trussedvlike tires 95-95 and in addition to the wire spokes 97, there is a woven wire cloth 100 (Figure 2) covering the whole wheel in conformity to the shape of the wheel blades and fastened to the tire" 96 and hubs 29 and 12 thereof, for

the purposes of:

'First: That an extremely light metallic canopy 101 may be used and put underneath said wire cloth.

Second: A wheel tired from hub to tire with this truss cloth cannot collapse should the tire break. Theportion marked 102 of wheel B and C is a plane or stationary parachute to' keep in balance the wheels when thesaid blades 35 and propeller blades 91 are working or open (Figure 2). The back or under lash of the raising blade 91 thrown against the already heavy resistant air pressure (when the ship is falling) thereunder, is more evenly fed or supplied to the power blade 35 by the use of the stationary plane 102, the wheel 31 (Figures 1 and 2),

being the means by which the gates 34 (Figure 14) areseverally opened and closed at will (Figure 10) and the adjacent grooved collar 36 on the tube 11, causes the wheel 31 to open and close said gates 34. The parachute wheel C is of the same construction. only smaller, to 'miss the under lash of wheel B. By back or under lash is meant that resisting force of air which opposes consists of the two rotatable parachute wheels B and C, said wheels revolving when necessary and constructed as heretofore described, around the concentrical shafts within their respective hubs. The wheel B is revolved to the right, by the medium of the shafts 9 and 10 (Figures 3 and 9) and pawling device 22 and 23, and by their respective gears 45 and 50, meshing their respective driving gears 46 and 51 clutched to shaft 21 on the main power shaft (Figure 1). The wheel C is revolved to the left by the shaft 7 and S, pawled by the pawls 22 and 23 and rotated by their respective gears 19, 26 and 41 (Figures 5, (i, T) and meshing their respective driving gears 20, 27 and 42, clutched to the power shaft 21, the shaft 6 being rigidly fastened to the hub of the parachute wheel C at 13, and the other two shafts 7 and 8 being pawled thereto. To control the parachute wheels B and C is very simple. The power (35 and raising (91) blades of wheels B and (i are stationary. The valves 34 of the power blades 35 wheel B are operated by the lever 30, tube 11. wheel 3] and connecting rods 33, to open the valves 34 for the resistant air to escape. The valves 34 of the power blades 35 of wheel C are controlled by the spring 52. The propeller blades 91 of wheels B and C are controlled by the flop valves 34 and when. driven by the power blades 35 are co-acting. They are also driven by the engines 5-5, in both cases the flop valves 34 normally remain closed or down forming tight parachutes, until each of the wheels B and C are rotated to a velocity that the resistant air pressure against the outside of the flop valves 34 of the propeller blades reaches a pressure greater than the inside resistant air pressure, which tends to open them, and allows the propeller blades 91 access to the outside air in order to raise the air ship or retard the fall. Tu ease of a fall the aviator can at will by the lever 30, tube 11, wheels 31 and connection rods 32, open the gates allowing the resistant air pressure to escape to act on blades 35 (Figure 2) to rotate wheel B and when the wheels B and C revolve to a velocity with a greater resistant air pressure against said gates 34, outside, resistant air pressure under or inside, against said gates 34, of said parachute wheel, the resistant air pressure outside and against the gate 34 (Figures 2 and 14) raises the automatic flops on wheel C or hinged gates 34 on i ,eeaeeo volvingr wheels I and C, causing]; or allowins; the raising blades 91 to tend to raise the ship or checlr the fall.

The wheel C on shafts 6, 7, and 8 rotates and is operated by the same means, only that the gates of wheel C are held by the spring; 52 (Figure 1a) and open automatically at a required resistant air pressure applied, causing the air to escape and forcing the wheel to revolve and bring into action the co-acting raisinngblades 91., common to both wheels B and C, this wheel C revolves in the opposite direction from B. To overcome ,qyration of both wheels, and in a case of a fall, the wheels andC free themselves from the shafts 7, 8, 9 and 10 by a means of the pawlsfl? and 23 (Figures 11 and 12) and thereby revolve independently around their respective shafts, relying wholly upon the resistant air pressure power supplied from the housing below to the power sail blades to rotate the parachute wheels B and C sufliciently to give force or usefulness to the rte-acting raising blades 91 to checlr the fall, The shaft 6, being riveted to the hub 12 at 13, must necessarily rotate said shaft 6 and gears 19 thereon, and should the aviator wish to change the position of the ship, he can by meshing the said gear 19 into mesh with gear 20 on shaft 21 and clutching it thereto, rotate the propeller wheel \A, from the said shaft 21, the

same as though the engines were revolving shaft 21. The wheels l3 and C, rotated by their several. means of power, from the power shafts 21., keep, by the action of their raising blades 91, a body of compressed air sutliclent to keep the air ship afloat. Their concentrroal perpendicular shafts 6, 7, 8, 9

, and 10 carrying and supporting; the carriage (Figure 1) when in the air and the buoyinp; power and rotation of said paraolnite wheels B and C, being above their lead or carriage (Figure 1), prevent the ship from turning turtle.

The parachute wheels B and J, running independently, keep the ship in equilibrium and thehoused air pressure, beneath,passin against the power sail blades (when. the rates 34: are open) ,QIlVQ rotation to the combined parachute wheels d (l and their enacting raising; blades 91, and also impart an elevating; or retarding action. to the fall of the airship. The mechanical benefit or action of this device is in proportion to the force of the resistant air pressure against the power blades 35, against the under lash of the co-acting raising mechanism, comprising blades 91 and that power is to the power lash as the falling velocity and number of revolutions, caused by the power sail portion of the wheels B (and C) as they utilize the escaping resistant air pressure housed thereunder, andas compared with the velocity and momentum of the blades 91, or under has; or raising and retarding force of the raising mechanism and the velocity of rotation of the raising blades 91, forced against the resistant air pressure already thereunder. It will be readily seen that the blades 9]. have a resistant air force in addition to their rotary elocity and under lash and the rotary force of the reds lug blades 91 as they are propelling against an already present resistant air pressure adds greatly to their raising ability.

A, indicates the combination resistant air and wind pressure power sail wheel and coating propeller mechanism, running independently or being; run by the engines 5--5, through the trains of transmissions furnished to the general power shaft 21, and it is my mechanical intention and purpose by the combination of the power sail blades 71, said blades drivwheel A, independently of the power shat 21, but resting and turniup: on. shaft 67 mostly, and driven by wind and resistant air pressure power, to drive or whirl. the propelling mechanism blades 82 by said wind and resistant air pressure power and with no friction between the forward lash and back lash mechanism of said wheel. To accomplish this purpose, I extend arms 81 to a greater radius making a greater wheel and circumference or tire 79 (and similar in. construction to B and C) and in so doing it doubles the velocity and increases the propelling power by the square of that velocity of thepropelling blades 82, as compared to the power blades 71, and this gives a greater resistant propelling power to the back lash mechanism, than the combined force or thrust of the wind and resistant pressure against the power sail blades 71 and resistant air pressure against the ships surface. Now I claim for wheel A that in high winds and resistant air pressure, that this helix movement, caused by the propeller blades 82, when propelling adds an additionalresistant air pressure power for the sail blades 71, that will overcome the loss or used power force upon the sail, that it will make that advance movenie t of the ship, and in addition to that, that the power of the blades 71 and propelling: power of the blades are far in ad vance of the force or power that is required to overcome the resistant air pressure against the ship and the ships mechanism. lt is self-evident that the back lash of the blades 82, being twice the square. of the velocity greater per square foot, than the forward lash of the sail blades 71, and resistant air pressure against the carriage (Figure 1) that the back lash must hold up and propel the air ship and sail wheel A, against the wind thrusts as though the power sail A. (blades 71) were held against the said wind thrusts by a wind mill tower. The shafts 21 and 67 steadies the wheel A there on in the steem:re airs r areafihe ip wind thrusts to give rotation to said wheel A by the air pressure against the sail and once in rotation and the propeller blades 82 propelling will withstand any wind thrusts or resistant air pressure that might oppose its advance and the rapid helix movement of the blades 82 is the direct cause in moving the air ship and that movement is the means of stopping the roar of the propeller wheel or blades and consequently producing a noiseless ship. The rudder 104 (Figure 1) being a four fin ruddersvill steer the ship up or down as well as right or left. The running gear 106, is to move the ship on land and upon the pontoons 105 in water.

I I at operation.

The aviator in the carriage (Figures 1 and 4) starts the engine (5-5) and commu nicates power by the several trains of transmissions, to'themain power shaft 21 and by manipulating the several levers (not shown), to clutch the several trains of transmission or driving gears 46, 51, 42, 27 and 62 of, both a single and'double shaft drive (Figures 1 and 4) on i and to the general power shaft 21,to set in rotation some one or all of the shafts (6, 7,8,9, 10) matching their respective gears mounted and pawled on the aforesaid shafts. The parachute powerand co-acting propeller raising blades 91 of wheels Band C are rotated. After gaining therequire'd altitude by the action of the raising blades 91 by slowing said whee'lsB and C just enough to overcome gravity, the craft stays at a required height, and assoon as shaft 21 starts, the pawls 63 (Figure 13)-engage the hub of the sail wheel A, and set it .in motion. He first frees the operating lever 78 that connects to the lever 76 in the annular groove collar 77, rigid on tube 7 5. The freeing of the operating lever 78, allows the tube to work backward and forward as the resistant air pressure acts upon the back or larger half of blades 71 and feathering in a neutral position, betweenthe wind and rotary resistantair pressure andat the same time he must free the operating lever orset it in a neutral position." The said operating lever 90 connected' to the leveix 88 in the annularly grooved rigid collarj89 on tube '85, which when shiftedfmoves the multiple rack v84:,

loosely journaled on shaft 121; by roller 87,

' the pin 86 is rigidly fastened intube 85, the

rack 84 meshing thefseveral gears 83 on the arm of 81 that j shifts the propeller blades 82 l fand by setting] the propeller blades 82,

may be steadied against a wind thrust or ready to advance immediately. The aviator at his will may, by operating the lever 78 bring the power sail wheel blades 71 up into the wind (if any) or resistant air pressure, should the ship be moving at a higher rate of speed and thereby utilize the resistant air pressure as though it were wind power to rotate the propeller blades 82, in assisting the engine to rotate the wheel A. blades 82. and propeller and should the engine stop and the ship fall, bringing in action or rotation the parachute wheels B and C, by the automatic gates 34, opening (Figures 14L and 2) said gates 34 allowing the housed resistant air pressure to pass out and auto matically rotate the parachute wheel C to kee the ship in an upright position or in equilibrium and beneath the wheel C, gaining resistant air pressure. sufficient to immediately open the flaps 34, (F igure H) automatically freed by the over balancing pressure against the spring 52, allowing wheel C to operate by the housed resistant air pressure passing against the blades 35 and out through the aperture to set in retation first the said wheel C and the co-acting raising blades 91 therein (Figure 2) to check the fall of the ship and the aviator may by the operating lever 30 (Figure 10) and (Figure 4-) and by means of the wheel 31 and connecting rods 32 (Figures 1 and 2) open the gates 34 (Figures 2 and 14) of the parachute B power sail blades 35 To rotate the wheel B and the co-acting raising blades 91, to still retard the air ship from falling at too high rate of speed and in case that a strong wind does blow, the aviator, may, by the operating lever 78 (Figure and connecting levers 76, journaled in the angular grooved collar 77, rigid on tube 7 5,

was on a wind mill tower) to give wheel A rotation by the forward lash and said rotation of the wheel and co-acting peripheral propeller blades, by their helix movement advances the ship. Should the general power shaft 21 be dead or not in rotation, he may connect gear 19 on shaft 6 to the gear 20 and clutch said gear to shaft 21 and rotate the wheel A and its propellers S2 to shift the ship to a favorable landing place, by the Cpower furnished by the parachute wheel rotated by resistant air pressure in falling, or should the engine be running the said parachute wheels and C. can be governed to suit the will of the aviator.

Byclutching the respective gears of shafts 6, 'i', 8, 9 and 10 to their respective gears on p the general power shaft to rotate the said wheels B and Cl and their respective raising blades 91 (common to both wheels B and C) to stop, raise or lower the ship at will by the operating lever or by the automatic working devices thereon, and when the ship is traveling at high. rate of speed,ithe aviator, may by the operating lever 78, through its controlling; means, bring up into contact, the power sail blades 71, with the resistant air pressure now against the ship and making said resistant air pressure a power means or forward lash and relieving the Ship of said resistant air pressure, and the said forward lash rotatingand adding the power or the sail wheel A to assist and to relieve the engines. The speed. of the air ship may be r w Hired by the pitch of the propeller blades 82 and angle of the power blades 71.

llfhe aviator liaviup; operated the engines and sail wheel A, to his satisfaction, he clutches the ('lPlVlllg gears on shaft 21 to the gears on the perpendicular shafts 6, '7, 8, 9 and 10 to give the parachute wheels B and (l, a sulflcient rotation to open the automatic blades 34- of the raising blades 91 gov erned by the springs 59,, opening said gates inwardly instead of outwardly, allowing the oppositely revolving parachute raising mechanism to elevate the ship to a required altitucli and then by slackening the speed, he may proceed and as he increases his advancing speed he can slaclten the speed of the parachute wheels, and should he be traveling windnerrdly, he just utilizes the wind power as if it were resistant air pressure and if strouppenough he may slacken the speed of the en ines to a minimum. if going lecnvardly he may, if the engines do not worlr successfijilly, close or male). a tight sail wheelv andv float, sail or dri t, and should the erminesfi-S stop entirely, he may reach a landing place, by using the wheel C, through shaft 6 and gearing 19 and 20 to rotate, the power she. 21 and propeller wheel A. By the resistant air pressure against the bl adessi Fill and by controlling; wheel l? by the operating); levers (Figures 1 and 10) he may land the ship in safety, while sailing, and should the sail wheel A be crippled he can support his ship by the parachute wheels and fl, and stop the sail wheel A for repairs by reversing the engines til"i and drive shaft 21, that action releasing the pawls 63 from en ypgement of sail wheel A and by clutching; gears 4:6 and 51 to shaft 21, reverses the parachute wheel B, through gears and 51, and. that action. turns the power sail wheel B and blades 35 backwardly and by opening the gates 34 by lever 30 the said blades 35, can he changed into raising blades to sustain the ship in an emergency (and release wheel C}.

Having thus described the invention what I claim as new and desi e to secure by Letters Patent is 1. In an air ship, the combination with a carriage, of a pair of superimposed parachute power and lifting; wheels mounted so as to rotate in opposite directions on concentric shafts, supported upon said carriage, each of said parachute power and lifting wheel embodying in its construction an inner series of stationary p wer blades and an outer series of stationary liftintr blades with means for controlling the pas l e of air between adjacent blades of each of the inner and outer series, substantially as described.

2. In an air ship, the combination with a carriage, of upper and lower superimposed parachute power and lifting; wheels, the upper wheel being; of greater diameter and extending beyond the periphery of the lower wheel, concentric shafts upon the carriage giving independent rotation to the wheels in opposite directions, a power device supported by its carriage to rotate the shafts and the parachute wheels thereon, and a pawl and ratchet mechanism between the shafts and wheels substantially as described.

3. In an air ship, the combination with a carriage, of a pair of superimposed. parachute power and lifting wheels. mounted so as to rotate in opposite directions concentric '1 shafts supported by the carriage and. conneetinp; with said parachute wheels, pawl and ratchet mechanism between the shafts and the wheels, a power and propeller wheel mounted upon the carriage on. a shaft transverse to the concentric shafts carrying the paraclnite wheels, a power device for imparting motion to said parachute wheels and said power and propeller wheel, and interconnecting mechanism whereby said parachute wheels and said power and propeller wheel. may be operated independently by wind power, or by the said power device, substantially as described.

4:. In an air shin, the combination with a carriage, of a pair of superimposed parachute power and. lifting; wheels mountedso as to rotate in. opposite directions on concentric shafts supported upon said carriage, each parachute wheel embodying; in its con struetion an inner series of stationary power blades and an outer series of stationary lifting blades with means for controlling the passage of air between adjacent blades of each. of the inner and outer series, a pair of concentric shafts mounted upon the carriage-and supportin said parachute wheels, a power and propeller wheel mounted upon the carriage on an axis transverse to the axis of the concentric shafts of the para chute wheels, said power and propeller wheel having an inner series of pivoted power blades with means for automatically controlling the same by wind pressure, and

1-10 wheel and said power device independently or in conjunction with each other, substantially as described.

In testimony whereof, I have hereunto signed my name to this specification in the presence of two subscribing witnesses.

OLIN VVENDELL BENSTE R.

Attest:

J. J. WALDvooEL, GEO. W. FLUCKEY. 

